Railway-traffic-controlling apparatus



L. V. LEWIS.

RAILWAY TRAFFIC CONTROLLING APPARATUS.

d n y APPLICATION FILED MAY I6. 1917. i 523%197515 Patented June 1, 1920.

2 SHEETS-SHEET I.

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.S'LOWP/CH-UPELAV m. Q I

INVENTOF! L. V. LEWlS.

RAsLWAY 'mmc'cowmomws APPARATUS.

APPLICATIH FILED MAY 15,1

INVENTOH i UNITED sr' LLoYnvLEwIsor nnsnwoon BOROUGH, PENNSYLVANIA, AssIGNoR To THE UNION SWITCH a SIGNAL COMPANY, or swIssVALE, PENNSYLVANIA, A

vCORI?ORA'JTIOIST 0F PENNSYLVANI.

y RAILWAY-maarIcLcoNrRoLLINe APPARATUS.

To all whom t may concern y V. LEWIS, a

controlling apparatus, and particularly to apparatus' for controlling the speed of rallway trains or cars. f v Y l I will describe one form of apparatus embodying'my invention, and will then point out the novel features thereof in claims.

In the accompanying drawings, Figure 1 is a view showing in side elevation one form of apparatus embodying my' invention. Fig. f2 is a diagrammatic view showing a railwaysignaling system including one form of trac-kway apparatus embodying my invention.l y l 4 Similar referencecharacters refer to similar parts in each ofthe views. y Referring to the drawings in detail and particularly touFig. 1, A designates one of Ithe track rails of a -railway over which traic normally moves in the direction indicated by the arrow. Suitably mounted on a vehicle,.such as a locomotive or a` car, is a casing-I) which is provided with a longitudinally extending bore 10, the upper end of which bore is closed, and 'a transverse bore 1 1inter`secting the bore 10, as shown. Slidably mounted .within'the bore 1() is an operating bar'E which extends through a slot 12 formed in a bar F slidably mounted in the borefrll. The slot, 12 is disposed diagonally with respect to thebar F to provide cam surfaces 13 and 13, which cam vsurfaces are at times engaged by similarly arranged;y

cam surfaces 14 and 14a respectively ofa cam 15 -formedin the bar E, to impart lon gitudinal movement to thebar F when the bar E is moved vertically within the bore 10. That is to say,bar F is. moved to the left orright, according as the bar E is 'to themppergend ofthe bar and'passing l moved upward or downward. The bar E isv biased-.tov a projectedposition as shown by meansaof an expan'sble spring larranged between; the baryand the upper end of casi ng D. Spring 1.6'. is guided .by a rod 17, secured Specification of Letters Patent. I

My invention relates Ato railway traffic.

Patented .rune I, Iseo.

" Application filed May 16, 1917. Serial No: 168,946.

freelythrough an opening formed in the casing., A contact shoe 18 is secured to butA `insulated from the lower end'of the bar E,

and is in electrical Contact, at all times with a'spring contactvinger 19 secured to "but i insulated from the casing D.

To impart vertical movement to the bar "E and to conduct current to thevehicle governing apparatus as will be described herc inafter, the Contact shoe is adapted 'to en gage conducting trips Tand T' located in the trackwa'y. vAs here 'show-n, the trips are 'stationary andare disposed within the path of travel of the contact shoe 18, so that they will be successively engaged by the contact shoe of a passing vehicle. Each trip 'I' is formed withy an `anticlinal working surface whereby the Contact shoe 18 will be caused to ride upwardly thereon, thus moving the bar E vvertically vagainst its biasing means and thereby moving the bar F to the left i rom the position shown in the drawing.

As here shown, the vehicles travel along the track is governed by means of a valve V arranged at one end of a" pipe 20, such valve controling the exhaust of air from the pipe to control the brake apparatus in a manner well understood in the art. The valve V is operated by bar F through the medium of a bell cra-nk 21 and a lever 22 pivoted at one of its ends to the bell crank while its opposite endeis engageable with a shoulder 23 formed on the left-hand end of the bar I".

vpath of bar 'F so that when the bar is moved 'to the left, shoulder 23. engages the lever and thus actuates the same to open the valve V and to `thereby cause thev brakes of the vehicle to be applied. It will thus be seen that the bar F-is effective or ineffective to cause the brakes to be applied, according 'as the solenoid M is denergized or energized.

At this point, I desire -to pointoutthf in order to'simplifyH-the drawings, I hav The lever-22 may be moved into or out .of

I not shown complete circuits throughout, but

' of current 2T or 27a is ,grounded as shown,`

have, in certain instances, vshown only the portions of the circuits which -pass through the appara-tus included in the drawings; the remaining portions of theA respective circuits being indicated eitl'ierf bythe letter B or C; B indicating battery wire and C indicating common return Wire.

Connected in multi le with the solenoid M is a second solenoi M which controls a valve V to admit Huid pressure to a whistle W' from a pipe Z. The control of the valve :Vis such that the whistle W is blown only when the solenoid M is denergzed. The circuits for the solenoids M and M are controlled by an armature r of a i'elay R such relay being of the slow pickup type. R is provided with a main circuit which is controlled by a circuit controller generally indicated at Cr and which comprises a pair of contacts 2l and 24, and a bridging member 25, the latter being 'secured to and insulated from the right-hand end of the bar l". This main circuit is as follows: from battery wire B tliroiigli'contact 24, bridging member 25, contact 24a, wires 3() and 31, relay R andv common return wire C back to battery.- It will be seen therefore that the bridging member 25 connects or disconnects the. contacts 24: and 24a'to open or close the main .circuit according as the bar F occupies its retracted or projected position. Relay R is provided with a secondary circuit which is controlled by a relay R through its contact r. The secondary circuitis f .rom battery wire R, through wire 32, contact r, wire 31, relay R, and common return wire C back to battery.l One terminalof relay R is grounded through the frame of the vehicle,

while the other terminal thereof is electribattery wire B, wire l33, contact ra, wire 34, l

relay R", and common return wire C back to battery. The relay R in 'turn controls through its contact r, an auxiliary circuit for relay R so that such relay is maintained energized even in the event of an imperfect contact between the contact shoe 18 and the rips T or T as will be more fully explained hereinafter. This auxiliary circuit is from battery wire B, through contact r, wires 35 and 31, relay R, and common return wire C.

Located in the trackway are sourcesof current 2T and 27l for the trips T and '-l" respectively. One terminal of each source while 'the other terminal is at times connected with the corresponding trip T or Tby a wire 28 or 28, which wire is connected to far described is'as follows: lVith the vehicle Relay l or disconnected from the source of current 27 or 2T b an` armature contact 29 or 29?t of a relay gli or X. The operation of the entire apparatus thus carried apparatus in the normal position and both of the trips energized as shown; as the car or locomotive proceeds along the track in the direction of the arrow, shoe 18 engages trip T thereby forcing bar E upward and moving bar F to the left to open 4the circuit controller G, thereby disrupting theA main circuit for relay R, The opening of the main circuit, however, does not denergiz'e relay'R as relay R is now energized, thus closing the secondary circuit for relay R. The circuit for relay R may be traced as follows: from vsource of current 27, through contact 29, wire 28, trip T, contact shoe 18, contact linger 19, wii'e 26, relay R', through the frame of the car vor locomotive, to ground, and back to source of current 27. The energization of relay R also energizes slow release relay R, thereby energizing relay R through the auxiliary circuit including contact r, wire 35, wire 31 and relay R. Should the shoe v18 fail to make a con tinuous' contact during engagement with the trip, the auxiliarycirc'uit for relay R will remain closed for a predetermined length of 95 time after R is de'e'nergized by virtue of the slow action of relay R in releasing its contact, and thereby maintaining relay R- continuously energized in case of intermittent contact between contact shoe 18 and rail T. 100 As the relay R is maintained lenergized while the car is passing over trip T, it will be evident that the solenoids. M and M are maintained lenergized to prevent sounding of the whistle W or opening of the valve V, 105 As the car proceeds along the track, shoe 18 passes olf of trip T whereby such shoe is moved to its projected position because of the action of spring 16. Simultaneously with the return of shoe18, bar F returnsto 110 its normal position, thus closing the main circuit for relay R. Thus the car proceeds at unretarded speed to engage the advance trip' T but as this trip is also energized,

the vehicle governing apparatus remains in- 11%4 erg'ized, thereby opening contact 71. and Ldeenergizing both solenoids M and M.- .Thev'l denergizationof.solenoid M( causes whistle` i525 W to blow thus giving anlindication'toithe" `operator of the car or'locomotifve :of-.certain traffic conditions in advance "asfwill be more fully explained hereina fter. Denergization of solenoid M, however, does ,not open the 130 valve V as the left-hand movement of the bar F is timed so that shoulder 23 oit' bar F is past the end of lever 2 2 before therelay R has been denergizedby the openingv of contact 25 so that when the solenoid M is denergized, the lever 22 rests upon the upper surface of bar F, thus preventing bar F from actuating such lever to open the valve. After the contact shoe 18 passes oli' ofA vthe trip T, the circuit controller G is again closed because of Athe spring 16, to complete the -primary circuit for relay But owing to the slow pickup action of the relay R, the contact fr ot such relay is closed only after the expirationof a predetermined time interval, so that the circuit tor solenoids M and M remains open during such time interval to sound the whistle W but not to apply the brakes.

Now assume that the second trip T is deenergized. lf the speed of the car or locomotive `is such thatr the Contact fr is closed before the car reaches trip T the carv will not receive a brake application. Should the car reach trip VT before contact r is closed, however, lever 22 now being in the path of shoulder 23, such lever is moved by bar F, when the shoe 18 engages trip T to open valve V and thereby cause an application of the brakes.

lt will thus be seen that a car or locomotive traveling above a given speed does or does not receive abrake application according as both ytrips are denergized or energized. Furthermore, itwill be seen that by virtue of this control, should one of the trips be denergized while the other is energized, the whistle W will be blown irrespective of its speed.

Referring now to Fig. 2, I. have here shown a stretch of railway track K over which traffic normally moves in the direction of the arrow. The stretch K is divided into block sections, NO, ()-P, ,l1-Q, etc., by means of insulated joints 60, 60, etc., each block section being provided with a -track circuit including a battery 61 .con-

nected across the track railsof the block sec.- tion adjacent the exit end thereof, and 'a track relay 62 connected across the track rails adjacent the entrance end thereof. In this instance each block section is provided with two pairs of trips T and T located atl'-L one side of the stretch K. The first pair of trips, that is, the pair which is irst engaged by a car or locomotive traveling in the direction of the arroav, is located at braking distance for maximum speed from the exit end ot the block section,while 'the second pair of trips is located at braking distance for a medium speed from the exit end of the block section, yas determined by the permissible speed past the first pair of trips. lt will be noted that the trips of the first pair are spaced from each other a relatively greater thus .disconnecting distance than the trips of the second pair. The spacing of the irst pair of trips is such as to permit the passage of .a car past trip T of such pair at a mediumv speed, say 35 miles per hour, without receiving'a brake 7a2,

application, while the spacingof the second i pair of trips permits a car topass trip T l of this pair at a minimum speed, say ten miles per hour without receiving a 'brake' application. The trips T and T of the first 7'5 I pair and the first trip T of the second pair are connected by wires 63, 64g, and 65 re spectively to av wire 66. The forward end ot the wire 66 is connected to a contact 67 v f of relay 62 tor the block section next in ad- 8o.

Vance, and the rear end of wire 66 is connected to the upper point of a contact 68 of relay 62. Contact 67 of each relay 62 is connected` through its upper point to one side of a battery 69, the other side of such j.:

type and having three positions indicating proceed, caution, and stop respec-f tively. Each signal is controlled automatically to indicate traiiic conditions inadvanee, in a manner well understood in.tl1eart; but..

as the controllingl means forms no part of1oo" the present invention, the same has been omitted from the drawings. l

The operation oit the entire system is as f follows As shown diagrammatically in Fig. 2, the

block section P-Q is occupied by a car or locomotive H. With block section P-Q ,ocy cupied, relay 62 for that section is denergized and its contacts 67 and 68 are opened,

and the last trip T for block section .N-0. Assume now that a car in block sectionN-ff Y, U- approaches the second 4pair of. trips for that block section, and that thisl car), equipped with the vehicle governing iaratus shown in Fig. l. The car upon engaging trip T of this pair is not affectedby such trip as the latter is energii/ied. How-y ever, when the car engages the second trip v'12*0 1 T, such trip being denergized, the whistle is blown but the brakes are notl applied. In addition tothe sounding of, whistle, the operator of the car is also warned by the adjacent signal S', as such signal now indicates 1125 l caution As the car entersblock sectiony 0 1), relay 62 for that section is denergized thereby opening its contacts 67 and 68 so that all of the trips for blQck'sectiori'Nf-O are denergized. As the ear proceeds along 1309i y irom their respective bat-I 11109@ teries all of the trips in block Section O-'P f 7 the stretch, it engages trip T vof' the first pair of tripsfor block section OMP, which trip being dener ized causesv the whistle 'VW to vagain soun Now if thefspeed of 5 the car in moving from 4trip to trip is Aabove the permissivespeed of thirty-five miles per 4hour, the brakes will be applied upon encountering trip T, thereby bringing 'the car l to a stop. If the speed .of the car is below miles perhour, the .whistle will stop blowing and magnet M will be energized vented froin entering the occupied block section P-Q at a speed greater than they predetermined minimum speed, and the engineer is warned of his approach. to an occupied block by two blasts of the whistle ateach trip location.

r Although I' have shown and described .only oneform of speed controlling apparatus embodying my invention, it -is` understood that various changes and modifications -may be made therein within the scope of the appendedclaims without departing from the spirit 'and scope of my invention. y. Having thus described my invention, what I claim is: y 1. In combination, two spaced trips lo- 40 cated ina trackway, a member on ay vehicle moved by .each trip, va second member on the vehicle,"` a normally energized magnet on the vehicle for holding said second meniberqout of the path of. the firs't member, gmeans controlled b the movement of the first member by sai first trip for denergizing said "magnet to permit the second member to move into the p'atbof the first, slowacting means'set into operation by the return ofthe first member after opera-tioni by Vthe first trip foragainenergizing said mag net `after a predeterminedinterval of time,

Yand Vvehicle governingl means actuated by said second member whenthe latter' is op`- serated by the'first member. l'

2. `In combination, two spaced trips l"o cated inatrackway, amember on a vehicle moved 'by' each trip, a second'member on the vchicle,"a slow pick up relay, means con- -'trolledj`by said relay when. energized for .j/lio'lding said second member outof the path of the first; means for de c'nergizing said relay when said first member is moved by the first trip' and foragain energizing said relav when the first member returns, and ve* opened when the first member is moved by a' liicle governing means actuated by said second member when 4the latter is operated by the first member.

3.1'11 combination, two yspaced trips located in va trackway, a member on a vehicle moved by each trip, a second-member on the vehicle biased to such position as to be operated bythe first member, normally ener gized slow-acting electromagnetic means for holding said second member out of operative position,` means for de nei'gizing-said elec tromagnetic means when said first member is'moved by a t-rip and for again energizing' said means when the first member returns, and vehicle governing means actuated by 30 said second memberwlien the latter is operated by the firstmember.

4. In. combination, two spaced trips lo'-v cated in a trackway, a member on a vehicle moved by each trip, a second member on 'the sa vehicle biased to such position as to be operated by the first member, normally energized slow-acting electromagnetic means for holding said second member out of operativeposition, means for denergizing said electromagnetic means when said vfirstmeinber is moved by a trip unless the trip is energized, and for'agaln energizing said means when .the first member returns, meansy for at times energizing each trip to prevent release of the second member, and vehicle governing means actuated bysaid second member when the latter is operated by the first member.

5.In combination, two spaced. trips located in a trackway, a member on a vehicle moved by each trip, a second member biased to such position as to be operated by the first member, a slow pick-up electromagnetic4 device on the vehic e, means controlled by said' electromagnetic device when the latter is 105 energized for holding'said second member` out of operative position, a circuit on the Vehicle for the control of said electromagnetic device including a contact which is trip and closed when such member returns, a slow .release relay on` the vehicle, an aux* iliary circuit for said electromagnetic device controlled by acontactof said relay which is closed when the relay is energized, means for each trip controlled by traflic con .ditions in advance forfenergizing said slow release relay when said first member engages the trip, and vehicle governing meansacti'lated by said second member when the latter is operated by the first member.

-Y(3. In combination, two vsl'iaced itrips lo-` cated in atrackway, a member on a vehicle Y moved by each trip, a second member biased to such .position as to be operated bythe first member, means controlled by said first member'for releasing said second member when the firsty member is 'operated bya trip and for restoring second member to its inoperativeposition upon the completion of' a 130 llo given time interval following the return of the first member to its normal position, and a warning Whistle set into operation when/ the first member is moved by a trip and maintained in operation until said first member returns to its normal position.

7. In combination, a railway vehicle, vehicle-governing means thereon, spaced trips located in therrtraclrway, a trip member on the vehicle operated by each traokway trip, an operating member on the Vehicle coacting with said trip member and arranged when actuated by the latter to cause operation of said governing means, an'electromag* net adapted-When energized to hold one of said members out of the path. of the other member, a normally energized slow pick-up relay on the vehicle, means controlled by said trip member when operated by a trackway trip for denergizing and again energizing said relay, and means for enermy signature V. LEWIS.:

Witnesses:

A. HERMAN WEGNER, MARY A. KENNEDY.

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